Conceptual propulsion system design for a hydrogen‐powered regional train

Abstract

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Techno-economic analysis of freight railway electrification by overhead line, hydrogen and batteries: Case studies in Norway and USA

“…Similar values have been reported in specific studies on hydrogen passenger trains. 8 The volumetric density of 35 MPa tanks is 0.533 MWh/m 3 , 38 which translates to a volume requirement of 175 m 3 for the 93 MWh storage estimated above. Considering that the length of such wagons is 19.5 m and that the Norwegian load profile allows for a cross-section of 9.93 m 2 , 31 the available volume is 193 m 3 , sufficient to store the hydrogen tanks without exceeding the Norwegian loading gauge.…”

“…STS is a well-established method to calculate energy requirements for trains over specific routes 17 : typically, Lomonossoff's equation 8,18,19 is solved over the journey to determine the duty cycle and energy requirements. Lomonosoff's equation is…”

“…5 This is also seen as a way to make the railway system more flexible, by allowing electric trains to be used on the entire Norwegian rail network, of which already 80% is electrified with OLE. 5 Previous studies on hydrogen trains have focused on the technological feasibility [6][7][8] and impact on emissions, 9,10 and recently there have been reports considering also the economic aspect of hydrogen trains for specific cases, 11,12 but little consideration has been given to mainline freight rail applications; this paper intends to widen the perspective by comparing multiple technologies for two very different cases.…”

Development of a very light rail vehicle

“…Therefore, for a single journey on that route, 3·3 l of diesel are required. This value has been obtained through single train simulation (Hoffrichter et al, 2015;Walker et al, 2009) and linear scaling from the full power of the Cummins diesel engine (Cummins, 2015) to the power required in the hybrid drive system. The engine will operate for approximately 41% of the time, as it is not running when the vehicle is travelling at speeds below 32 km/h and at stops.…”

Design of an Equivalent Consumption Minimization Strategy-Based Control in Relation to the Passenger Number for a Fuel Cell Tram Propulsion

“…As a matter of fact, one of the transport applications that best fit the fuel cell (FC) introduction is railway, since a low number of fueling facilities are needed (only along the line) and a wide space for the hydrogen system location is available within vehicles, reducing safety risks. Numerous advantages can be achieved with an FC-based system as demonstrated in [4], where diesel-hybrid, hydrogen-powered, and hydrogen-hybrid propulsions are compared for a British regional train. Hydrogen-based rails obtain high efficiency compared to the diesel ones, with a significant reduction of the energy consumption: 34% for the hydrogen-only vehicle and 55% for the hybrid vehicle, given by a high efficiency and a regenerative braking strategy.…”